809 RICHMOND ROAD

PLANNING RATIONALE ZONING BY-LAW AMENDMENT 29.04.2016 PREPARED FOR:

Kristy’s Restaurant Inc. 809 Richmond Road , ON K2A 0G7

PREPARED BY:

FOTENN Consultants Inc. 223 McLeod Street Ottawa, ON K2P 0Z8

PLANNING RATIONALE 29.04.2016 223 McLeod Street Ottawa, ON K2P 0Z8 613.730.5709 fotenn.com

INTRODUCTION The applicant is proposing to build a high-rise apartment building at 809 Richmond Street in the City of Ottawa. The proposed development consists of two 16-storey towers sharing a three-storey podium and underground parking. In order to permit the development, an application for a Zoning By-Law Amendment is being filed with the City of Ottawa.

SUBJECT PROPERTY AND SURROUNDING AREA THE SITE The subject property is located at 809 Richmond Road. The property has a frontage of approximately 99 metres and a depth of approximately 36 metres, with an area of approximately 3,578 square metres. A restaurant and associated surface parking is located on the subject property.

The property is bounded by commercial uses to the east on Richmond Road, a high-rise residential building to the west on Richmond Road, residential and institutional uses to the north and by residential uses to the south across Richmond Road, the Byron Tramway Park, and Byron Avenue.

Figure 1: Existing building on subject site

SURROUNDING AREA The subject property is located on Richmond Road, in the Woodroffe-Lincoln Heights neighbourhood and across the street from the neighbourhoods of McKellar Park and Carlingwood. The area is characterized by mixed development including high-rise and low-rise residential and low-rise commercial along Richmond Road, and by single- detached residential neighbourhoods both north and south of Richmond Road.

PLANNINGDESIGNLANDSCAPE ARCHITECTURE

Figure 2: Context map

Land uses in the immediate vicinity of the site can be described as follows:

North The land immediately north of the property is zoned for institutional use, and is the site of a Unitarian church. A day care center and a retirement home are also on these lands, and are associated with the church. Further north is the Sir John A. MacDonald Parkway, the Pathway System and associated green space, and the Ottawa River.

East Due east of the subject property, on the other side of Richmond Road and Byron Avenue, is a low-rise apartment complex and single-detached housing beyond. To the northeast, along Richmond Road, are low-rise commercial uses including an automobile service station and dental clinic, and a 15-storey high-rise apartment building.

South To the immediate south of the subject property, across Richmond Road, is a linear park extending along Byron Avenue. Further south is a low-rise apartment complex, and beyond it, a residential neighbourhood of single-detached houses.

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West To the northwest of the property is a neighbourhood of single-detached dwellings. To the southwest, along Richmond Road, is an 11-storey mixed-use building with retail at grade and surface parking surrounding the building.

Figure 3: Context north of site

Figure 4: Context south of site

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Figure 5: Context east of site

Figure 6: Context west of site

TRANSPORTATION NETWORK Transit & Active Transportation The subject property fronts onto an OC Transpo bus stop servicing route 2, and is approximately 440 metres east of , which is served by bus route 87. Both bus lines offer access to the downtown. Moreover the site is located approximately

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200 metres west of the Transitway (via Sir John A MacDonald Parkway) and the proposed location of Cleary Station on the western extension of the Confederation Line.

The western extension of the Confederation Line is being proposed as part of Stage 2 of the Light Rail Transit (LRT) project, which was approved as part of the City of Ottawa’s 2013 Transportation Master Plan. In April 2016 the City of Ottawa presented a revised alignment for the LRT so that Cleary Station could be located on Richmond Road, at 747 Richmond. Where previously the LRT tunnel passed beneath the subject property, the new alignment will have the station, tracks and tunnel located to the east of the proposed development. Stage 2 is targeted for completion in 2023.

The site is also served by city-wide and community-level multi-use pathways along the Ottawa River shoreline and the Byron Avenue linear parkway, as identified on Schedule I of the City of Ottawa Official Plan.

Figure 7: OC Transpo Route Map

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Figure 8: LRT System Map showing extensions

Road Network The subject property is well served by the existing road network. The site is located on Richmond Road, which is identified as an Existing Arterial Road. Byron Avenue, a Collector Road, runs parallel to Richmond Road at this location. Major nearby north-south connections include Woodroffe Avenue (an Arterial) and Sherbourne Road (a Major Collector). Both roads provide access to Highway 417/the Queensway within 2 kilometres of the proposed development.

PROPOSED DEVELOPMENT Kristy’s Restaurant Inc. is proposing to construct a 16-storey mixed-use building with two residential towers sharing a three-storey podium with retail at grade. The proposed development was designed by Roderick Lahey Architects. The towers will be 51 metres tall, with a typical floor plate of 721m2. The total gross floor area (GFA) of the building is approximately 35,437m2 including 1043m2 of retail on the ground floor, 339m2 of amenity space, and 35.437m2 of underground parking.

The proposed development will be predominantly residential, and will include approximately 257 dwelling units.

The underground parking facilities contain 291 parking spaces and 158 bicycle parking spaces over three (3) levels, accessed from a driveway and ramp at the east end of the building’s frontage on Richmond Road.

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Figure 9: Building elevation

Figure 10: Site plan

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Figures 11a, 11b: Perspective renderings

POLICY AND REGULATORY ENVIRONMENT PROVINCIAL POLICY STATEMENT (2014) The Provincial Policy Statement (PPS) was issued under Section 3 of the Planning Act in April 2014. It provides direction on matters of provincial interest related to land use planning and development. The Planning Act requires that decisions affecting planning matters “shall be consistent with” policy statements issued under the Act.

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The proposed development is consistent with the PPS in that:  The proposed development constitutes an efficient use of land that contributes to an appropriate range of land uses, minimizes land consumption and servicing costs [1.1.1a,b,e];  The proposed development is located within a settlement area, making efficient use of existing and planned infrastructure and public service facilities, including public and active transportation networks and intensifies an underutilized site within the City’s built-up area, where services are readily available [1.1.3.2a,b, 1.1.3.3, 1.1.3.5];  The proposed development contributes to an appropriate range and mix of housing in a location and at a density that benefits from appropriate levels of infrastructure and public service facilities, contributes to residential intensification and is supportive of active transportation [1.4.3];  The proposed development proposes to intensify a site situated in proximity to transit routes and active transportation infrastructure including multi-use pathways and bicycle lanes, contributing to the creation of complete communities and development patterns that are sustainable over the long term [1.6.7.3, 1.6.7.4].

CITY OF OTTAWA OFFICIAL PLAN 2003, AS AMENDED The City of Ottawa Official Plan is composed of eight sections, each addressing a different aspect of the planned function of the City as a whole. Section 2 of the Official Plan provides Strategic Directions for growth and development within the City.

Ottawa’s population is projected to grow by up to 30 percent by 2031. The City plans to meet this growth challenge by managing it in ways that support liveable communities and healthy environments In other words, the City is striving to create ‘complete’ communities in which residents do not need to drive for everyday activities and where jobs, shopping, recreation and social activities lie within walking or cycling distance.

The proposed development responds to the Official Plan’s strategic direction to create liveable communities by managing growth in ways that create complete communities with a good balance of facilities and services to meet people’s everyday needs, including schools, community facilities, parks, a variety of housing and places to work and shop.

These strategic directions are developed further in the policies of Section 2.2 (Managing Growth) and 2.5 (Building Liveable Communities), as discussed below.

Traditional Mainstreets The site is designated Traditional Mainstreet (Section 3.6.3) on Schedule B - Urban Policy Plan in the City of Ottawa Official Plan as shown in Figure 12. Mainstreets are identified as some of the most significant opportunities for mixed use development and intensification through denser, more pedestrian-oriented forms.

Managing Growth It is anticipated that approximately 90 percent of the growth in population, jobs and housing will be accommodated within the urban area. Concentrating growth within the urban area makes efficient use of existing services and infrastructure and allows for a pattern and density of development that supports transit, cycling, and walking as viable and attractive alternatives to private automobiles.

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Per Section 2.2.2 of the Official Plan, Managing Growth, it is the intent of the Plan that intensification continue to focus on nodes and corridors, including Mainstreets, which are to act as primary service corridors, meeting places, and residences, to support the public transit system, to create an essential community focus, to allow for minimum travel and to minimize disruption in existing stable neighbourhoods. The proposed use for the site is in conformity with the overarching intent of the Official Plan policies on managing growth within the City.

Development proposals on Mainstreets are to be further evaluated in the context of the Design Objectives and Principles in Section 2.5.1 and the Compatibility policies set out in Section 4.11 of the Official Plan.

Figure 12: Official Plan Schedule B

Building Liveable Communities Various design objectives are outlined in Section 2.5.1 to guide development. The following objectives and principles are considered the most applicable to the proposed development.

The proposed development meets the following applicable objectives in Section 2.5.1 of the Official Plan:

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 Enhances the sense of community by creating and maintaining places with their own distinct identity;  Defines quality public and private spaces through development;  Creates places that are safe, accessible and easy to get to, and move through; and  Considers adaptability and diversity by creating places that can adapt and evolve easily over time and that are characterized by variety and choice.

The subject site is located on a part of Richmond Road characterized by auto-oriented and strip commercial uses punctuated by occasional high-rise buildings and by its twinning with Byron Avenue and the resultant linear parkspace located between the two streets.

The proposed development contributes to a continuity of building height and street frontage on the north side of Richmond Road, promoting a coherent urban fabric that takes advantage of the width of the Richmond Road/Byron Avenue corridor to locate height and density on a major arterial road and close to active transportation and the rapid transit network, including a planned LRT station in the immediate vicinity.

The proposed development achieves a more attractive, active, and pedestrian-oriented use than currently exists on the site, which is consistent with the policies in the Official Plan.

Compatibility To arrive at a compatibility of scale and use requires a careful design response that appropriately addresses impact generated by infill or intensification. Policy 2 of Section 4.11 establishes criteria to evaluate the compatibility of development applications. The proposed development meets the compatibility criteria as follows:

Table 1. Compatibility Traffic: A Transportation Impact Study (TIS) reviewing the effects of the development on the surrounding transportation context was prepared by Parsons. The resulting auto trips projected from the site can be accommodated by the road network. No significant negative effects are anticipated. Vehicular Access: Vehicular access to the building’s three (3) levels of underground parking is provided by way of a single garage entrance set back from the building facade on Richmond Road. Parking The proposed development provides a total of 291 underground Requirements: parking spaces on three (3) levels. 158 bicycle parking spaces are provided, and are also located underground. Loading and The individual retail spaces on the ground floor are sufficiently Service Areas, small that they do not require dedicated loading facilities; no Outdoor Storage: issues are anticipated. Lighting: Lighting will be designed and installed to provide a safe and secure environment while meeting the City’s requirements and ensuring no significant impacts on adjacent properties. Noise and Air Gradient Wind Engineering is preparing a noise & vibration Study Quality: as well as a wind analysis report which are forthcoming. No issues are expected.

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Sunlight: Sun shadow analysis has indicated that the proposed development will have minimal adverse impact on adjacent properties. Microclimate: Gradient Wind Engineering is preparing a wind analysis report which is forthcoming. No issues are expected. Supporting Bicycle lanes on Richmond Road and on the Ottawa River Pathway Neighbourhood provide support cycling for access to and from the site. The bus Services: line serving the stop fronting the site provides easy access to Ottawa’s Central Business District.

Three elementary schools and one secondary school are located within approximately a kilometre of the proposed development.

The proposed development is amply served by parks, with the Ottawa River Parkway to the north and the Byron linear park to the south connecting the building to the city’s parks network at large.

CITY OF OTTAWA OFFICIAL PLAN AMENDMENT 150 In 2013, the City of Ottawa reviewed its Official Plan resulting in numerous policy changes. Ottawa Council adopted Official Plan Amendment (OPA) 150 in December 2013, receiving Ministry of Municipal Affairs and Housing approval April 24, 2014. As OPA 150 is currently under appeal, the current policies of the City of Ottawa Official Plan 2003, consolidated May 2013 remain in full force and effect. Despite this, the relevant policies of OPA 150 have been considered below because this is a Council-approved document.

The proposed development will improve on the existing built form at the site and advances the City’s objectives for Traditional Mainstreets. It contributes to the definition and enclosure of the street, significantly improving on the existing building and extensive surface parking.

Section 4.11 While Section 2.5.1 remains largely unchanged in OPA 150 except to provide more flexibility in how its objectives are addressed, Section 4.11 has been significantly modified. Table 2 assesses the proposed development in light of the revised policies of Section 4.11.

Table 2. Compliance with Section 4.11 of OPA 150. COMPATIBILITY PROPOSED DEVELOPMENT CRITERIA VIEWS The low profile of the building will not impact any protected views. [Policies 2, 3, 4] BUILDING DESIGN The design of the development fits with the existing character and planned function of the surrounding area:  Setbacks, heights, façades and architectural elements contribute to a high-quality design appropriate for high- density residential development adjacent to rapid transit [Policy 5];  The principal facade is oriented to the street and significantly glazed where visible from the public realm; the main building entrance is accentuated by the architectural design of the

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podium [Policy 6];

MASSING AND SCALE The massing and scale of the proposed development contribute to + OUTDOOR AMENITY a coherent “transit node” character along Richmond Road AREAS compatible with the surrounding community.  The massing and scale of the proposed development responds to the character of the prevailing pattern of development in the area, intensifying an underutilized site amidst adjacent high-rise development [Policy 9a];  Shadow analysis indicates that the proposed development will have minimal adverse impact on adjacent properties [Policy 10];  The height of the proposed development conforms to building heights established by nearby buildings on Richmond Road, and is mitigated with a street-oriented podium and tower setback. The building design and setbacks provide a transition to the residential and institutional uses to the north, while the linear park between Richmond Road and Byron Avenue helps provide a transition to the residential areas to the south [Policy 11, 12, 13] ; DESIGN PRIORITY  The site is located in the Richmond Road Traditional AREAS Mainstreet Design Priority Area;  The proposed building meets high design standards where it meets the public realm: the first storey has a taller height for ground floor commercial use, the facade is parallel to the street and has transparent glazing permitting views into and out of ground-floor active uses, the building has architectural treatments including projections and cantilevered awnings to interface with the public realm, and facade treatments to accentuate the transition between floors and interior spaces [Policy 18a,b,c,d,f]  The proposed development defines and encloses the public street, and relates appropriately to the street with a podium and active ground floor use [Policy 20].

The proposed development meets the relevant policies in OPA 150, including the urban compatibility criteria in Sections 2.5.1 and 4.11.

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Figure 13: Sun shadowing study

Figure 14: Building height context surrounding the proposed development

Urban Design Guidelines for Development along Traditional Mainstreets The Urban Design Guidelines for Development along Traditional Mainstreets were approved by City Council in 2006 and were initiated to provide urban design guidance at the planning application stage in order to assess, promote and achieve appropriate development along Traditional Mainstreets.

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The proposed development meets the guidelines in the following ways:  Provide or restore a minimum 2.0 metre wide concrete sidewalk and locate to match approved streetscape design plans for the area. Where there is no approved streetscape plan, match the existing context. Provide a boulevard for street furniture, trees, and utilities next to the sidewalk where possible;  Design quality buildings that are rich in architectural detail and respect the rhythm and pattern of the existing or planned buildings on the street, through the alignment of elements such as windows, front doors, cornice lines, and fascias;  Use clear windows and doors, to make the pedestrian level façade of walls facing the street highly transparent, and locate active pedestrian-oriented uses at-grade;  Set back the upper floors of taller buildings to help achieve a human scale and more light on the sidewalks;  Locate residential units above the level of vehicular traffic in a mixed-use building and provide shared entrances to residential units, clearly accessible from the street;  Locate mixed-use development by concentrating height and mass at nodes and gateways;  Locate front doors to face the mainstreet and be directly accessible from the public sidewalk.  Where properties are landlocked in the middle of the block and no other alternative exists, vehicular driveways can be provided off the mainstreet.

The proposed development generally meets the design direction provided in the Urban Design Guidelines for Development along Traditional Mainstreets.

Urban Design Guidelines for High-Rise Housing The proposed development is situated and oriented to establish a street edge and contribute to a sense of place, connecting directly to the sidewalk with a transparent pedestrian-level facade and a taller first-floor height to accommodate retail to bring an active use to the site; a three (3) storey podium and a tower setback will further contribute to a human-scaled street space.

All building facades have attractive architectural detailing which breaks up the building’s bulk and reduces the perception of mass, and the towers have been designed with compact floor plates to mitigate shadowing and to maximize views, light and ventilation.

The residential towers have a separation distance of 23 metres to allow for adequate light, solar exposure, views and privacy. Balcony-to-balcony facing between towers is avoided where possible.

Transit-Oriented Development Guidelines The proposed development is a transit-supportive land use. It encourages transportation network efficiency by concentrating a high residential density within the 600 metre radius of the proposed rapid transit station at Cleary Avenue, and the proposed ground- floor retail use contributes to a multi-purpose destination capable of providing services and amenities at the local level.

From a built form standpoint, the proposed development offers a step-back above the three (3) storey podium to reduce shadow and wind impacts on the public street. The

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building podium has varied architectural detailing and a highly transparent ground floor in order to generate visual interest and an animated streetscape for pedestrians.

RICHMOND ROAD/WESTBORO COMMUNITY DESIGN PLAN The Richmond Road/Westboro Community Design Plan (CDP), approved by Council in 2007, is a community design plan for Richmond Road and Westboro Village. The area is bounded to the north by the Ottawa River, to the east by , to the west by the Ottawa River Parkway, and to the south by Byron Avenue.

The Richmond Road/Westboro CDP is positioned as the backbone for any significant change in the community, in keeping with the Official Plan and other related urban design principles. Other key objectives of the CDP are to:  Identify appropriate locations for intensification and infill that will be compatible with adjacent land uses;  Ensure that infill development is well-integrated and compatible in scale and character with existing neighbourhoods;  Create an attractive, pedestrian-friendly built environment;  Create a well-designed and vital pedestrian streetscape along the designated Traditional Mainstreets, and;  Balance the transportation needs among pedestrians, cyclists, transit users and motorists.

The first objective of the CDP is to encourage intensification compatible with existing adjacent communities on key redevelopment sites. The proposed development focuses intensification in a location where it will fill-in the emerging fabric of high-rise buildings while having minimal adverse impact on nearby residential communities.

The CDP identifies a height limit of four (4) stories for the western half of 809 Richmond, but the planned LRT has changed the context for this site since the completion of the CDP; under the relevant Secondary Plan, significant increases in building height are justified by the proposed transit station at Cleary Avenue as well as other considerations.

RICHMOND ROAD/WESTBORO SECONDARY PLAN The Richmond Road/Westboro Secondary Plan is a guide to the long term design and development of the larger portion of Richmond Road and Westboro, and provides direction on land use, built form, design, parking, circulation and modes of transportation.

A wide range of land uses including residential, office, institutional, employment, community and open space are permitted. The Secondary Plan is divided into six (6) sectors, which further define the permitted land uses, built form and design within the planning area; the proposed development is located in the Woodroffe North Area. In this part of Richmond Road, redevelopment of automobile-oriented and strip mall land uses into residential buildings is encouraged. Buildings in the general range of four (4) to six (6) storeys with ground-floor commercial uses are preferred.

In the Secondary Plan, redevelopment and infill are encouraged on Richmond Road and Scott Street Traditional Mainstreets “in order to optimize the use of land through increased building height and density.” Circumstances for permitting greater building heights include:

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 Conformity with prevailing building heights or providing a transition between them. The proposed development’s 16-storey height would complement the high- rise buildings to the east and west of the site on Richmond Road.  The creation of a community focus where the proposal is at a location with opportunities to support transit at a transit stop or station. The proposed development is located close to the proposed location for Cleary Station serving the western extension of the LRT, and will fill out a transit node where significant density and high-rise development is to be anticipated.

CITY OF OTTAWA COMPREHENSIVE ZONING BY-LAW (2008-250) The eastern half of the subject property is currently zoned TM[25]: Traditional Mainstreet. The western half of the property is zoned TM[25] H(15), with a height limit of 15 metres. Exception 25 of the Zoning By-law permits an outdoor commercial patio.

The purpose of the TM zone is to:  Accommodate a broad range of uses including retail, service commercial, office, residential and institutional uses, including mixed-use buildings but excluding auto-related uses, in areas designated Traditional Mainstreet in the Official Plan;  Foster and promote compact, mixed-use, pedestrian-oriented development that provide for access by foot, cycle, transit and automobile;  Recognize the function of Business Improvement Areas as primary business or shopping areas; and  Impose development standards that will ensure that street continuity, scale and character is maintained, and that the uses are compatible and complement surrounding land uses.

The following table (Table 3) summarizes the site’s compliance with the current zoning:

Table 3. Zoning TM MECHANISM PROPOSED COMPLIANCE ZONE PROVISION MINIMUM LOT No Minimum 99.3m WIDTH: 

MINIMUM LOT 2 No Minimum 3,600m AREA:  MAXIMUM FRONT 2m 1.2m YARD SETBACK:  MAXIMUM 6m if driveway INTERIOR SIDE leading to >20 10.5m (east side)  YARD: parking spaces MINIMUM 3m for mixed-use INTERIOR SIDE 3.02m (both sides) abutting residential  YARD: MINIMUM REAR No minimum 2.98m YARD SETBACK:  MAXIMUM 16 storeys, 51m plus 6 storeys, 20m; 15m 2 BUILDING 63.4m of rooftop on west part of site  HEIGHT: amenity space

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TM MECHANISM PROPOSED COMPLIANCE ZONE PROVISION MINIMUM WIDTH 3m abutting OF LANDSCAPED 3.02m residential zone  AREA: 189  0.5/dwelling unit  0.2 visitor spaces PARKING: / dwelling unit 287   2.5 per 100m2 of retail GFA after 150m2 132 0.5/dwelling BICYCLE  unit 140 PARKING:   1 per 250m2 of GFA

SUPPORTING PLANS AND STUDIES A number of independent plans and studies have been prepared in support of the proposed development. Subsequent to discussions with sub-consultants, it is clear to FOTENN that these studies support the proposed development. Please refer to these plans/studies in the submission package.

CONCLUSIONS In considering the proposed development and applicable policy framework, it is our professional opinion that the proposed development represents good planning and is in the public interest for the following reasons:

CONSISTENT WITH THE PROVINCIAL POLICY STATEMENT The proposed development is consistent with the Provincial Policy Statement which promotes the efficient development of serviced, underutilized lands located within settlement areas. The redevelopment of the site will add residential density to the City’s built-up area, in a location amply served by rapid transit and active transportation networks.

CONFORMS TO THE CITY OF OTTAWA OFFICIAL PLAN The site is designated Traditional Mainstreet in the Official Plan. The Mainstreet designation permits a broad range of uses, including retail and service commercial uses, offices, residential and institutional uses. The proposed development contributes to the intended mixed-use character of Richmond Road and intensifies a previously underutilized site.

The proposed development will not generate undue adverse impacts on neighbouring properties and fulfills the compatibility objectives and design principles outlined in Section 2.5.1 and the compatibility criteria outlined in Section 4.11.

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CONFORMS TO THE RICHMOND ROAD/WESTBORO SECONDARY PLAN The proposed development advances the Richmond Road/Westboro Secondary Plan’s objective of intensification at key potential redevelopment sites, and redevelops an automobile-oriented land use with a mixed-use building. The proposed increase of height and residential density at 809 Richmond Road conforms to the height of existing high- rises in the same area and optimizes the use of land in close proximity to the proposed Cleary Avenue LRT station.

MEETS APPLICABLE DESIGN GUIDELINES The proposed development meets applicable design guidelines. The proposed building is designed to a high standard of architectural quality and detail and meets the guidelines for development on Traditional Mainstreets, for High-Rise Housing, and for Transit- Oriented Development.

MAINTAINS THE GENERAL INTENT OF THE ZONING BY-LAW The site is zoned Traditional Mainstreet (TM). The proposed mixed-use building, comprising ground-floor retail and high-rise residential, is permitted in a TM zone.

The proposed development meets all lot dimension and setback requirements, but exceeds the permitted height of 15 to 20 metres on the site; a zoning by-law amendment is required to permit the additional requested height.

REPRESENTS GOOD PLANNING Overall, the proposed development advances several key policy objectives at the Provincial and Municipal levels. It optimizes the use of serviced lands within the existing urban boundary by adding significant residential intensification of a site in close proximity to transit, active transportation networks, and other public services.

Based on the above analysis, the proposed development represents good planning and is therefore in the public interest.

Sincerely,

Mike Szilagyi, RPP Brian Casagrande, MCIP RPP Planner Director, Planning + Development FOTENN Consultants Inc. FOTENN Consultants Inc.

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